Ship



Dec. 18 1923., 3,477,646

M. F. HILL SHII Original Filed March 27, 1919 6 Sheets-Sheet 1 INVENTORDec. 18 1923.

M. F. HILL SHIP {-5 Slgeets-Sheet lu l nlllll Original Filed March 27,1919 ilmmw M. F. HILL.

@m "mi, 19230 SHIP Original Filed March 27. 1919 6 Sheets-Sheet 5gNVNTOR M v ATTORNEYg Dec. 18 1923.

M. F. HILL- SHIP Original Filed Mrch 27. 1919 6 Sheets-Sheet s i/mzATTORNEYS 5 mmmw M. F. HILL Dec. '18 11923.

SHIP Original Filed March 27 1919 6 Sheets-Sheet 6 MM INVENTOR W AATTORNEYS Patented Dec. l8, i923.

-inureo-sratss isj SQ;

earner MYRON F. HILL, OF NEVJ YORK, N. Y.

SHIP.

Application filed March 27, 1919, Serial No. 285,506.

all whom 2'2 concern:

B- it known that I, MYRoN F. HILL, citithe following a specification.

This invention relates to ships and particulariy such as set forth in myco-pend'ing application Serial No. 267380;, filed Del r .9, 191$,Ships.

pal object of the present in- T i a s ip built of sections, preferably c1 s and adapted to be joined X into a he: 0 withstand various stressesand strains to which a structure of this character may be subjected.

rther object is to build a ship at less n less time, of greater carryingca lighter weight, and of greater C, than an ordinary ship. y inventionrelates to, further features l details of construction which will aprthe further description. the drawings 3)- 1 shows the general lines ofthe ship. s. 2 and 3 show the-shell expansion. land. 5 show the typicaldeck conshows midship section.

V, I shows the keel and the method of ,mbling its sections.

i g. 8 shows the arrangement of floors and their relation the tanktopand outer bottom.

Fl 9 and 10 show a method of attaching "stanchions'to the deck beams andfore antv aft girders.

Figs. ll and 12 illustrate sections through h atchways.

Fig. 13 shows the method of attaching the transverse frames to the tanktop.

14 shows longitudinal section ugh the shell on line ri A, and the form1i) shows a method of joining frames vcent shell sections where theregistry exact. 16 sh space. Pig. 1? iliustrates an, alternative methodot joining" the sh and tank topsections when the st ies are arranged onthe in and out olau instead of being joggled. 55 l" 18 shows a typicalcasting section for .joggled plating.

ows midship section in the Renewed May 9, 1923.

Fig. 19 shows a typical casting section for in and out plating.

Fig. 20 shows a cross section through a casting section.

In the drawings numbers 1 to 38 inclusive show transverse sections ofthe ship from stem to stern divided into 37 equal divisions betweennumbers 1 and 38, with an extra division and a fraction between number 1and the torward' perpendicular and a fraction between number 38 and theafter perpendicular, which is represented at AP. It is apparent fromthis drawing that a straight edge resting against the hull in a verticalposition will make cont-art from the top of the hull down to the bilge,except in way of the knuckles where two planes intersect. These linesmay not in final construction be perfectly straight since they areaffected by the torsional warping of the sections when drawn intoposition, but so far as the casting system is concerned they arestraight and may remain straight until assemblyv The curves of theforward and after castings in horizontal planes may be effected in. theannealing oven or by any other suitable means. The bilge represented bythe curved portion of the lines 1 to 3'7 may for the most part have asingle curvature throughout. It is of course apparent that the righthand side of Fig. 1 shows the forward body and the left hand side ofFig. 1 shows the after body. The curvature at the bilge of lines 1 to24; is preferably uniform. The curve ture of; lines 25 to 36 may be oflarger radii if d sired; It is oi course apparent that the curvature oflines 1 to 24. may also have increased radii. This curvature may matchthe curvature of lines 25 to 36, desired, thereby somewhatstandardizing; castings for these portions oi the ship. It will be notedthat lines 1 to. 1-1 are straight from the bilge to the top of the hull.This of course true also of the lines 11 to 2% of the middle body. Thelines of the after body are modified by the two knuckles 39 and 4-0, theknuckle 39 being For the most part below the water level and the knucklerepresenting the line of the shelter deck. The broken line all shows thelocation of the upper deck in the after body; the line 42 shows thelocation of the upper deck in the forward body. Line as shows thelocation of the shelter deck in the forward body. Line, l i shows theforecastle deck and line/15 shows the poop deck. It will mal t0 theshell throughout the length of the ship in order to maintain uniformityin the castings. The side frames of the ship register with the floors inthe inner bottom of theship and with the deck beams of the variousdecks. There is a floor at every 7 frame. In certain places additionalfloors may be provided for further local stifi'fening of the ship ifdesired.

Hatchways 47, shown in Figs. 4 and 5, 11 and 12, may be provided in thedecks, and derrick foundations of the usual type can be mounted betweenthe hatchways. The usual superstructures may be erected in any suitableway. Suitable stanchions 48, shown in Fig. 6, may be provided whereverdesired. VVater-tight flats 49 and 50 shown in Figs. 2 and 3 may beemployed wherever desired for the purpose of forming boundaries totrimming or ballast tanks of the usual type.

In Figs. 2 and 3 are shown the method of assembly of the shell sections.The lines 46 illustrate V the transverse frames and lines 51 the sidestringers for the ship as built upon the transverse system of framing.In these figures the full lines represent the sight edges of the castingsections. The number. of short diagonal lines intersecting the fulllines indicate whether a. seam or butt joint is to be single, double,treble or quadruple riveted. For example; two lines represent doubleriveting, three lines treble riveting, and four lines quadrupleriveting.

In Figs. 4 and 5 is shown the typical deck construction for the upperdeck with the hatchways 47. The deck beams 52 are shown in broken linesand the longitudinal seams and transverse butt joints are shown by fulllines. As in the case of the shell, the number of short diagonal linesintersecting the full lines indicate whether a scam or butt joint is tobe single, double, treble or quadruple riveted. The arrangement ofbulkheads 53 is also shown. The bulkheads in the forward and afterbodies follow as far as possible the direction of the deck beams and atthebottom as far as possible the direct-ion of the floors so that thebulkheads register with the deck beams and floors. It will be noted thatthe deck beams 52 in the forward body are normal to the shell therebyregistering with the side frames. The construction for all decks issimilar to the upper deck described above, as is also the tank topconstruction.

7 In Fig. 6 is shown the midship' section. Keel castings. composed of Hgirder sections 54 may be formed as shown in Fig. 7. The differentsections of the H girders may be dovetailed together as represented at55, and the dovetailing edges where they lap are united together byrivetin u The top and bottom fianges of the H girders as well as the'web have the ends which'lap on to the adjacent casting,'joggled sothatthe keel sections will be in alignment. The forward end of the keel maybe riveted to the stem casting and the after end of the keel to thesternframe making a solid and rigid backbone for the ship. v

In Fig. 6 is indicated the method of assembling the sections in erectingthe ship as follows. A bottom shell casting; for example 56,1consistingof a portion of a floor 57 and a portion of a side girder 58 extendsfrom the keel 54 to line. 59. A similar tank top casting 60 extends fromthe keel 54 to line 61 which consists of a portion of a number offioors-62 and a portion. of a side girder 63. The shell casting and tanktop casting are rivetedtogether at 64 and. 65 by double riveted lapjoints, and also to the keel at 66, 67, and 68, by double rivetedjoints. Similarsections extend from line 59 to line 69. The bilge shellsection extends from line 69 to line 70 and sideshell sections from line70 to line 71, line 71 to; line 72, line 72 to line 73, and from line 73tothe top of the sheer strak at 74. Lightening holes 7 5 are provided inthe floors as are also drainage and vent holes 76. All the sections maybe cast in one length, except at the ends of the ship, and joints in theshell being staggered to provide a satisfactory shift of butts. Aportion of a margin plate 77, side stringer 78 and deck stringer 7 9 maybe cast integral wit-h the corresponding side section, in addition to aportion of a number of frames 46. The transverse frames may be rivetedto the tank top at 80 by a lap which is cast on the lower edge. The decksections 81, 82, and 83 may be cast similar to the outer bot-tom, tanktop, and side sections, and when assembled maybe held partly in place bythe stanchions 48. Deck sections 81 are riveted to the deck stringers at84, and deck sections83 have a flange cast on and are riveted to theshell at 85; The stanchions 48 are secured to the decks by separatecastings 86 and 87 shown in Figs. 9 and 10, respectively, which areriveted to both the deck beams 88, and 89, and the foreand aft girders90. At the. bottom of the stanchions separate castings 91 may be rivetedto the tank top or deck and: to the hollow stanchions 48. Beamknees 92may be cast as part of deck beams 88 and 89 and riveted to the frames.The bulwarks 93' maybe formed of rolled plate riveted to the sheerstrake and to the cast supports 94, which are in turn rivet-ed to thedeck sections.

Fig. 8- shows a longitudinal section through the inner bottom with theupper and lower portion of floors riveted together at 64. The bulbs 95are provided simply for casting purposes and are not necessary to thestructional strength of the ship.

Figs. 11 and 1-2 show, respectively, sections through the upper deck andshelter deck hatches with the method of attachment of the hatchcoamingto'the d'eckbeams and deck, to which they are riveted. It will benoted that the hatchways in any deck may be uniform throughout the shipif desired, so that a single castin for the shelter deck hatchways maybe utilized, and for the up per deck hatchways another casting may beutilized which may be standard for the upper deck.

Fig. 15 illustrates the method of joining adjacent shell sections wherethe registry is not exact. A liner of required thickness may be insertedbetween the webs of frames of adjacent sections and riveted to bothwebs.

In Fig. 16 is shown a modification of the midship section for the-boilerand engine space. The upper deck section 81 isinclined (the deck beambeing bent up to the right of line 96). Supporting stifleners 9'7andxbrackets 98 may be riveted to the deck beam 89 above and tothe upperdeck sections 81 and 81 by means of flanges 99 cast integral with them.An additional sue ener 100 may be utilized to stiffen the coaming beingriveted to the deck beam 101 of the bridge deck. Deck sections 83 and102 are flanged for riveting to the hatch coaming. Any suitablesuperstructure metal 103 may be added as indicated, being riveted to thedeck 102.

Fig. 17 illustratesan alternative method of forming the shell sections;The strakes arein and out instead of the plates being joggled. Thisinvolves practically the same details of construction as the firstmethod outlined.

The bulkhead construction-may be similar to that described in myapplication for patent. Serial No. 267,480}; filed December 19. 1918,except the sections which maybe of uniform width are joined together byriveting instead of welding. Joggled laps may be cast upon the sectionsor the sections may lap to form in and-out. strakes. As there are nodeck longitudinals the stiffeners are bracketed securely to the deckplating.

If preferred, vertical stiffeners maybe used "in place of the horizontalstifieners shown. Rolled plate may be'used. if desired ,of the ship,

lid

where the plating is too thin for economical casting.

The frame construction in the extreme forward and after sections issimilar to that indicated in Figs. 6 and 17 for the midship section, theframes being lengthened or shortened where necessary to suit localrepiirements.

The shaft tunnel construction may be similar to that described in myapplication for patent, Serial No. 267, 180}, filed December 19, 1918,.or modified as desired.

The-floor construction is as shown in Figs. 6 and 17. Wherewatertightness or oiltigh t ness is required the lightening holes '75and the drain and air holes 76 are omitted and the riveting between theupper and lower portions of the floors and to the keel is made watertight or oil tight as the case may be.

'The side girders may have lightening holes similar to those shown torthe floors in Figs. 6 and 17, except in way of ballast or other tanks.Two side girders are provided on each side of the ship runningthroughout the major portion of the length and a third is added for ashort distance in the extreme after portion of the ship. These sidegirders are ordinarily cast with the outer bottom or tank top sections,being lapped and riveted together, but side girders of rolled plate maybe used at the ends of the ship if desired.

The details of the stem and stern post may be as described in myapplication for patent, Serial No. 267,480,}, filed December 19, 1918,with a few modifications to adapt them to a riveted ship. A recess ispreferable in the stem and stern post castings which will allow theshell sections to lap on to them forming a flush surface on the outside.The shell sections are lap riveted to the stern and stem post castingsthrough this lap. The keel is riveted to the stem at the forward end andto the stern post at the after end.

Figs. 18 and 19 show the typical casting sections which are used inassembling the shell, tank top and decks. These sections are rivetedtogether to form the ship. Fig. 18 shows a casting section with twoedges joggled, which may be assembled as indicated in Fig. 6, and Fig.19 shows a casting section without joggling which may be assembled asindicated in Fig. 17. In the ligures the transverse frames 10% andstringer 105 are cast integral with the plating 106, the plating beingoblong as shown. The stringers 105 project beyond the edge of the plateat 107 where joggle is cast which will allow the opposite end of thestringer on the adjacent casting to rest upon it and be riveted thereto.Stringers 105 have bulbs cast on their lower edges. Lugs ltli) laps,thus ilatine lens on the ad'acent 108 and 109 are also cast as wings tothe ends of these stringer bulbs as shown in Fig. 20, to enable thebulbs to be spliced to their full orpartial strength. The castings arepoured by means of gates, through bulbs illonthc lower edge of theframes, which leave the forms indicated at 110. The cross section of thelatter bulbs is preferably circular. Lugs 112 and 113 also cast to theframes to allow for the splicing of the bulbs of the frames. The webs ofthe frames are lapped and riveted at 114.

In Fig. 18 the plating is joggled on two edges at 115 and 116. of theadjacent castings to rest upon these forming a flush surface on one sideof the plating. The joints are formed by riveting the two adjacentsections together in the customary manner. Joints may be single, double.treble or quadruple riveted according to tne requirements. In Fig. 1.9no oggling is shown on edges at 117 and 118.. \Vith this form of castingthe casting forming in and out strakes on theside ol the ship. Thestringer webs and trame webs are however joggled to providesimplification in the connection oi frames and stringers. The laps arecut oil at 1' 9 in all cases to avoid three thicknesses overlappingwhere the corners of three castings join. To make these cornerswater-tight special caulking is required. On any one casting section thediagonally opposite corners are the ones so cut. Lugs 120 are formed inthe vents in the mould and are cut off during trimming are also theforms 110 at121.

The method of molding is similar to that described in my application forpatent, Se rial No. 26?,sl80-1, liled December 19, 1918.

All the sections are so designed s to be standardized. There may beseveral different standard sections such as for outside plating, tanktop plating, deck plating and bulkheads. Portions of sections may beformed where required either by coring in the moulds or trinnning afterthe castings made.

The ship is built by. assembling the sections with the plates 106 (seeFigs. 18 and 19) arranged in horizontal strakes, each section having itsgreatest dimensions lengthwise oil? the hull asshown in Figs. 2 and 3.The joints between the strz' I are reinforced by the longitudinal stiiieners which are also joined. The sections are also oincd transversely,the joints being reinforced by the transverse frames. floors and deckgirders, which join the longitudinal stiffeners. The frames, floors anddeck girders are also joined. The method of construction showneliminates considerable amount of the riveting found in an ordinaryrolled plate ship, by doing away with boundary and connection Thisallows the edges angles, and by substituting castsections for those.builtup of rolled shapes riveted together. r 1 i Asteel ship having adead weight carrying capacity of 9.600 plate and shapes, would have thiscarrying capacity increased to about 9800 tons it built of cast sectionsthus increasing the efficiency oi the ship.

The seams and butts of this ship may be caulked in the usual manner.

T have'designed the ship withparticular relation to casting, but it ispossible to build it up partly of rolled metal. 7

While I have. described my invention in the form in which it seemspreferable to construct it, I do not limit myself to the particulardetails shown for they may be valed withoutdeparting from thefundamental idea 01 the ship.

l'l hat I claim 1s-.

1. In a ship, horizontally disposed strakes of plates, each composed ofseparately iormed integral units each having its great cst'dimensionlying lengthwise of the hull, and including a plurality of stitieners,such as framesv or floors, disposed across the aid greatest dimension.

The combination claimed in claim 1, each unit including also an integrallongitudinal strength :l ra'me stiffener, stringer or girder. r c

v The combination claimed in claim 2 having said longitudinal memberlying along one edge of said unit. 7

1. In a ships hull h rizontally disposed strakes of plating. composed ofduplicate sections, each section having vertically disposed portions ofstifteners of shallow depth integrally formed with the plating of saidsections.

The combination claimed in claim 1 having deeper girder portions atright angles to said shallow stifiener portions in.- tegrally formedwith said plating.

6. The combination claimed in claim 4: l'iaving said sect-ions cast withoilset edges adapted to overlap each other for joining purposes.

7. The combination claimed in claim 5, having said sections cast withoffset edges adapted to overlap each other for joining purposes.

8. A ships hull comprising strakes of even-width in its curved andflaredends, said smakes comprising sections having transverse stiffenerortions dis osed thereon equal angles.

9. The combination clanned 1nv claim 8,

having overlapping-offset edges cast in tegrally with said sections forjoining purposes.

In testimony whereof, I have aliixed my signature to this specification.

MYRON F. HILL.

tons built of rolled

